Apparatus for lining a railroad track



.Dec. 24, 1968 G. SAUTEREL 3,417,708

I APPARATUS FOR LINING A RAILROAD TRACK Filed Aug. 10. 1967 3 Sheets-Sheet l INVENTOR 6564/20 JZUTEZEL ATTORNEYS Dec. 24, 1968 c. SAUTEREL 3,417,703

APPARATUS FOR LINING A RAILROAD TRACK Filed Aug. 10. 1967 3 SheetsSheet 2 \r m' INVENTOR, Q 6524/20 54076262.

BYW

ATTORNEYS United States Patent 3,417,708 APPARATUS FOR LINING A RAILROAD TRACK Gerard Sauterel, Pully, Switzerland, assignor to Matisa Materiel Industriel S.A., Crissier (VD), Switzerland, a corporation of Switzerland Filed Aug. 10, 1967, Ser. No. 659,741 Claims priority, application Switzerland, Aug. 16, 1966, 12,908/ 66 a 7 Claims. (Cl. 104-8) ABSTRACT OF THE DISCLOSURE An apparatus for lining a railroad track and which is mounted at a mobile track vehicle capable of moving along the railroad track. The inventive apparatus comprises a pair of slewing arm means, each of which is operably associated with a given one of the rails of the railroad track and carries lateral rail impact means for each such associated rail. Further, the slewing arm means are pivotably mounted at the mobile track vehicle, and there is further provided a single drive means for operating both of the slewing arm means. Additionally, means pivotably connect the drive means with the pair of slewing arm means such that operation of the drive means efiectuates pivotable movement of both of the slewing arm means in a manner that the lateral rail impact means are displaced in a substantially horizontal plane in the same direction and transverse to the rails of the railroad track.

Background of the invention The present invention pertains to an improved apparatus for lining a railroad track which is mounted at a mobile track vehicle capable of moving along the aforementioned railroad track.

The lining or slewing of a railroad track necessitates a spatially limited transverse or sideways displacement of the track assembly or section consisting of both of the track rails and the crossties or sleepers which interconnect such track rails. Such displacements can be in the order of magnitude of several millimeters up to several centimeters in both transverse directions.

When lining or slewing a track manually a work gang equipped with track displacement or pinch bars simultaneously exerts at both of the track rails forces which are directed transverse to the track. The force exertion is distributed along a number of points and the stresses or loads at the rail connections are minimum. If the resistance of the track against displacement is large, such as for instance in curves, then it is necessary to increase the number of working forces. In this manner a greater force expenditure is automatically distributed along a greater number of points of attack, and the stressing or loading of the material is not greater.

When the work is performed automatically or in a mechanized fashion, with the known techniques the slewing force is applied to only one of the track rails within a limited or defined zone, and specifically, either at the outside or at the inside of the rail. The slewing force acts upon the fastening or connecting means for the rails which are then loaded quite severely, and accordingly, damage to the track material occurs quite often. These loads are even greater if the displacement or slewing force is exerted against the rail head, since when this happens a large tilting moment appears at the rails. This situation especially occurs in slewing devices which are combined with tamping mechanisms and which serve to operate at tracks having lashed together rails.

A much better distribution of the exerted forces, and consequently a reduction of the stresses or loads, can be 3,417,708 Patented Dec. 24, 1968 then achieved if the displacement or slewing force is simultaneously applied to both track rails. However, this objective has not yet been satisfactorily realized with existing machines. Failure to do so can be predicated upon a number of different causes.

More precisely, a first reason resides in the fact that the spacing between the rails is not always constant. Along straight stretches of the track this spacing can fluctuate several millimeters, in turn the fluctuations can in fact reach several centimeters. A further reason is that the relevant force-applying devices are generally secured at the front of a track vehicle at an overhanging portion thereof, and therefore, are disposed outside of the center of the track when the track vehicle is located in a curve.

Now, in order to overcome all of these drawbacks the designers of such type of machines have previously resorted to very complicated solutions. For instance, the latter entail an apparatus having a hydraulic drive for applying impact means against both of the track rails and a further apparatus, likewise equipped with a hydraulic drive, for producing the necessary slewing force at both of the track rails. Another solution proposes the arrangement of two slewing arms for lining the track, one such slewing arm being provided for each track rail, whereby each slewing arm is equipped with a special hydraulic drive.

The difiiculties which are inherent in such arrangements are, however, of such a nature that the designers of this type of equipment generally dispense with distributing the slewing forces at both of the track rails.

Summary of the invention Accordingly, it is a primary object of the present in vention to provide an improved apparatus for lining a railroad track which effectively overcomes the drawbacks of the prior art structures.

Another, more specific object of the present invention pertains to an improved apparatus for lining a railroad track which is relatively simple in construction, economical to manufacture, and extremely reliable in carrying out slewing of the track without damage to the track material.

Still a further significant object of the present invention relates to an improved slewing apparatus for a railroad track which is relatively simple in construction, economical to manufacture, extremely easy to work with, and highly efiicient in its operation.

The inventive apparatus for lining a railroad track provides a constructionally simple and relatively uncomplicated solution for the problem of effectively lining a railroad track in an automatic fashion. The inventive lining .apparatus is mounted at a track vehicle which can travel along the railroad track. It enables a sideways or transverse displacement or slewing force to be exerted simultaneously to both of the track rails, by means of two slewing arm members which are pivotally mounted at the frame of the aforementioned track vehicle. These slewing arm members are each equipped with rail impact means which bear laterally of the associated rails.

More specifically, the inventive apparatus is manifested by the features that the slewing force is generated by a single or common fluid actuated, e.g. hydraulic cylinder arrangement which is articulated with two different slewing arm members each equipped with lateral impact means. Further, the points of articulation of the hydraulic cylinder arrangement at the pair of slewing arms means are such with regard to the pivot axes of the slewing arm means that a change in the effective length of the hydraulic cylinder arrangement brings about a simultaneous rocking or pivotal motion of both slewing arm means about their own respective pivot axis in such a manner that the lateral impact means are moved in a substantially horizontal plane in the same direction and transverse to the track rails.

Brief description of the drawings The invention will be better understood, and objects other than those set forth above, will become apparent, when consideration is given to the following detailed description thereof. Such description makes reference to the annexed drawings wherein:

FIGURE 1 is a fragmentary schematic side view of a first embodiment of inventive lining apparatus for a railroad track;

FIGURE 2 is a top plan view of the lining or slewing apparatus depicted in FIGURE 1;

FIGURE 3 is a schematic functional diagram serving to explain the principle of operation of the apparatus of FIGURES 1 and 2;

FIGURE 4 is a top plan view of a second embodiment of inventive slewing or lining apparatus for a railroad track;

FIGURE 5 is a side view of a third embodiment of inventive lining or slewing apparatus;

FIGURE 6 is a front or end view of the apparatus depicted in FIGURE 5;

FIGURE 7 is a side view of a fourth embodiment of inventive lining apparatus for a railroad track; and

FIGURE 8 is a sectional view of the apparatus depicted in FIGURE 7, taken along the line II thereof.

Description of the preferred embodiment Describing now the drawings in greater detail, and referring to the embodiment of inventive apparatus depicted by way of example in FIGURES 1 and 2, it will be noted that the track T Which is to be aligned incorporates both of the track rails 1 and 2 upon which travels the mobile vehicle 3. This mobile track vehicle 3 can carry at its forward overhanging portion 3a a pair of overhanging tamping units 4 of conventional construction which can be moved up and down in vertical direction by means of a hydraulic drive 5 for instance. Furthermore, it will be seen that the overhanging portion 3a is extended towards the front by a platform member 6 at which there is mounted the apparatus for lining or slewing the track which is the object of the present invention.

This platform member 6 is pierced by pivot bolts or pins 7 and 8 having vertically extending axes, as shown. Two brackets 9 and 10 can rock or pivot about these pins 7 and 8 respectively. These brackets 9 and 10 straddle the platform member 6 by means of bored flat leg members 9a and 10a respectively, in the respective bores 9b and 10b of which there are inserted the pivot pins 7 and 8 respectively. The body of each bracket 9 and 10 is pierced horizontally by a respective pivot bolt or pin 11 and 12. Slewing .ar-m means 13 and 14 are pivotably mounted for movement in corresponding vertical planes at these pivot pins 11 and 12 respectively. The aforementioned slewing arm means 13 and 14 bear against the associated track rails 1 and 2 by means of the rollers 15 and 16 respectively.

Force impact members 17 and 18, which engage with play about both of the track rails 1 and 2 respectively, are fixedly connected with the slewing arm means 13 and 14 respectively. These lateral impact members 17 and 18 are specifically provided for exerting a horizontal pressure at the side surfaces of the associated rail head 1a and 2a. They can be replaced by pressure rollers in order to reduce wear.

Further, by inspecting FIGURES 1 .and 2 it will be recognized that a flat piece 19 is fixedly welded with the body of the bracket member 9, and a further flat piece or member 20 with the body of the bracket member 10. Both of these fiat pieces 19- and 20 are arranged parallel to the nails 1 and 2, yet extend in opposite directions. The flat piece 19 is pierced by a hinge or pivot pin 21 serving to support a bifurcated member 22 which can thus rotate in a horizontal plane about the pivot pin 21. The other flat piece 20, in turn, is pierced by a hinge or pivot pin 23 for a further bifurcated member 24. In this instance, the bifurcated member 22 is seated at the end of a piston rod 25 of a fluid-actuated e.g. hydraulic cylinder 26, hereinafter sometimes referred to as a piston-cylinder drive arrangement, whereas the bifurcated member 24 is rigidly connected with the base of the cylinder housing 27. Of course, it would be possible to have the connection of these elements reversed, that is to say, to have the bifurcated member 22 connected with the floor of the cylindrical housing 27 and then the other bifurcated member 24 with the piston rod 25. Such an arrangement has been assumed in the functional diagram of FIGURE 3.

Accordingly, the mode of operation of the aforedescribed arrangement will be readily apparent by referring to the functional diagram of FIGURE 3. Here, both of the track rails 1 and 2 have again been schematically illustrated, also the platform member 6 and both of the pivot pins 7 and 8 which extend into the latter and which enable pivoting of the lever units A and B in a substantially horizontal plane. In this regard, it should be understood that the lever unit or assembly A is formed in the previously described arrangement by the bracket member 9, the slewing arm member 13 and the flat piece 19, whereas the lever unit or assembly B is formed by the bracket member 10, the associated slewing arm member 14 and the fiat piece 20, all of which components are shown in FIGURES 1 and 2. The force distribution is determined by appropriate selection of the length of the lever arms.

Now, with the schematic arrangement of apparatus shown in FIGURE 3, if it is desired to displace the track T towards the top of FIGURE 3, then the piston-cylinder drive arrangement 25, 26 is, so to speak, shortened in that pressurized oil is introduced into the cylinder compartment 29 at the side of the piston rod 25 and by communicating the other cylinder compartment 28 with the non-illustrated discharge port leading to the non-illustrated oil tank or reservoir. As a result, the lever assembly A is caused to rotate in clockwise direction about the pivot pin 7, the lever assembly B rotating in the same direction about the pivot pin 8. It should thus be apparent that the impact means 17 exert a pressure at the outside of the rail head 1a of the rail 1 and the impact means 18 exerts a pressure at the inside of the rail head 20 of the rail 2. Both impact pressures act in the same direction, namely towards the top of FIGURE 3. Obviously, if the track T is to be displaced in the opposite direction, then the pressure infeed conduit and discharge conduit to the cylinder compartments 28 and 29 of the hydraulic cylinder 26 are reversed. The reactions to the slewing or displacement forces are absorbed by the vehicle 3, the wheel axles 3b of which bear upon the rails 1, 2.

The advantage of the aforedescribed arrangement and its operation should be quite apparent. Specifically, the slewing force is distributed at both track rails 1, 2, thereby reducing the connection elements between the rails and the crossties or sleepers. Furthermore, fluctuations in the track gauge are without influence upon the mode of operation. If both cylinder compartments 28 and 29 of the hydraulic cylinder 26 are connected or communicated with the discharge, so that the piston member 25a can freely reciprocate in the cylinder 26, then each pair of impact members 17 and 18 can follow without any hinderance the associated track rails 1 and 2 respectively, during travel of the machine. In curves or turns, where the platform member 6 is brought out of the center of the track T due to its overhanging position, the arm members 13 and 14 automatically follow the track rails 1 and 2 respectively, due to their being guided by the impact means 17 and 18 respectively.

A second embodiment of inventive slewing or lining apparatus for a railroad track is shown in FIGURE 4. Once again, both of the track rails 1 and 2 are illustrated. A mobile track vehicle 30 is situated upon these track rails 1 and 2. This track vehicle 30 supports the inventive slewing or lining apparatus. In lieu of the platform member 6, two carrier consoles or supports 31 and 32, which are fixedly mounted at the frame of the vehicle 30, each carry a respective pivot pin 33 and 34 having vertically disposed axes.

Bracket members 35 and 36, which correspond to the bracket members 9 and of the previously considered embodiment, can rotate about the pivot pins 33 and 34 respectively. Further, two slewing arm members 39 and 40 are pivotably mounted by means of horizontally disposed pivot pins 37 and 38 respectively, at the aforementioned bracket members 35 and 36 respectively. These arm members 39 and 40 carry at each respective end a respective head piece or member 39a and 40a which are equipped with the respective bearing rollers 41 and 42 contacting the track running surfaces and also are provided with the respective lateral impact means 43 and 44.

Additionally, it should be understood that a flat member 45 is welded or otherwise affixed to the slewing arm member 39, and a further fiat piece or member 46 is like- Wise connected with the other slewing arm member 40. These flat pieces 45 and 46 are pierced by pivot pins 47 and 48 respectively. Now, these pivot pins 47 and 48, in turn, serve as attachment locations for the bifurcated members 49 and 50 respectively. In this case, the bifurcated member 49 is seated at the end of the piston rod 51 of a hydraulic cylinder 52 of the type previously considered for instance, whereas the bifurcated member 50 is rigidly connected with the floor of the cylinder housing 53.

The mode of operation of this embodiment of apparatus is the same as that of the previous example considered in connection with FIGURES 1 to 3. Thus, in order to displace the track T composed of the rails 1, 2 towards the top of FIGURE 4, it is necessary so to speak to shorten the hydraulic cylinder arrangement 52, that is to say, a pressurized medium must be introduced into the cylinder compartment 54 and the other cylinder compartment 55 must communicate with the discharge. As a result, the hydraulic cylinder arrangement 52 causes both of the slewing arm members 39 and 40 to rotate in clockwise direction in a substantially horizontal plane about the corresponding pivot pins 33 and 34 respectively.

In the previous description, it should have been recognized that in all of the heretofore described embodiments the planes of pivotal motion for the slewing arm members 13, 14 and 39, 40 are horizontal. However, it is also equally possible to provide pins, corresponding to the pivot pins 7 and 8 of FIGURE 1, which are oriented in a different position, for instance horizontally or inclined.

Accordingly, FIGURES 5 and 6 show such an embodiment of a modified form of track lining apparatus in which the pivotal movement of the slewing arm means or members is carried out in vertical planes. More precisely, it will be seen that in this case the pivot pins 56 and 57 are secured to the front side of the vehicle frame 58a of a mobile track vehicle 58. Two slewing arm means 59 and 60 can rotate about these two pivot pins 56 and 57 respectively, in a plane which is perpendicular or vertical to the track axis. These slewing arm members 59 and 60 are pierced at the lower respective ends thereof by pivot bolts or pins 61 and 62 respectively. The latter serve for hingedly mounting the head pieces 63 and 64 which are equipped with bearing or support rollers 65 and 66 respectively, which bear upon the track running surfaces of the rails 1 and 2 and are further equipped with the respective lateral impact means or members 67 and 68 respectively.

Additionally, the slewing arm member 59 is pierced by v a pin member 69 serving for the pivotal mounting of a bifurcated member 70. The latter is seated at the end of the piston rod 73 of a hydraulic cylinder arrangement 74 providing the previously considered fluid actuated drive. In a similar manner, a bifurcated member 72,

which is fixedly connected with the floor of the cylinder housing 75, is hingedly connected by a pin 71 with the slewing arm member 60.

Once again, the just considered arrangement functions in the manner described with regard to the discussion of FIGURE 3, however with the difference that in this case the slewing arm members 59 and 60 rock in a vertical plane instead of in a horizontal plane. If the hydraulic cylinder 74 is shortened through introduction of pressurized oil for instance into the cylinder compartment 76 and by communicating the other cylinder compartment 77 with the discharge, then both of the slewing arm members 59 and 60 are forced to rotate in the same direction about the associated pivot pins 56 and 57. These slewing arm members will then simultaneously and conjointly exert a slewing force at both of the track rails 1 and 2, and specifically, from the right towards the left of FIGURE 6.

FIGURES 7 and 8 depict a further embodiment of inventive track lining apparatus which is mounted beneath the vehicle frame 80a of a mobile track vehicle 80 and between the wheel axles 81 and 82 thereof. Additionally, it will be seen that a slewing arm member 83 is pivotably mounted for movement in a horizontal plane at a pivot bolt or pin 84 which is secured to the aforementioned vehicle frame 80a. The one end of the slewing arm member 83 is pierced by a horizontally extending pin member 85, about which rotate two connecting elements 86 to which there is pivotably secured a head piece 87 for rocking movement about a horizontal shaft 88.

This head piece 87 bears through the agency of the rollers 89 upon the track rail 1. Further, it carries at each side of this track rail 1 two pressure rolls 90 each of which has a vertical extending axis, and by means of which the force can be exerted upon the associated rail when the track is aligned. The other end of the slewing arm member 83 is pierced by a pin 91 which pivotably supports a bifurcated member 92. The latter is seated at the end of the piston rod 93 of a hydraulic cylinder arrangement 94. Since the structure of the other slewing arm member is essentially similar to that just considered, no necessity apparently exists for going into further details thereof, and accordingly, only additional structure will be described insofar as it deviates from the slewing arm member 83 considered in detail above.

Now, insofar as the manner of operation of this embodiment of apparatus is concerned, it should be again understood that such is similar to that of the previously described embodiments. Assuming that the track T is to be shifted towards the top of FIGURE 8, then the pressurized oil is introduced into the cylinder compartment 104 of the hydraulic cylinder arrangement 94 and the other cylinder compartment 103 communicates with the discharge. The piston rod 93 is therefore ejected further out of the hydraulic cylinder arrangement 94 and forces both of the ends of the slewing arm members 83 and 95, in which there are arranged the pivot pins 91 and respectively, to separate from one another. As a result, the slewing arm member 83 rotates in clockwise direction about the associated pivot pin 84, whereas the other slewing arm member 95 rotates in the opposite directional sense about the pivot pin 96. However, both of the head pieces 87 and 99 are displaced in the same direction towards the top of FIGURE 8, whereby a lateral displacement or slewing force is exerted upon the track T. The reactions to the slewing forces are absorbed by the vehicle frame 80a, as such is also the case in the previously considered embodiments, unless these apparatuses are combined with special support devices which bear on the ground in order to relieve or unload the wheel axles.

All of the heretofore considered embodiments can be amplified by providing them with conventional track lifting mechanisms. In order to preserve clarity in illustration, FIGURES 7 and 8 only schematically illustrate such a track lifting mechanism 105. These mechanisms or apparatuses of standard construction can be used for levelling both of the track rails 1 and 2 simultaneous with the slewing or lining operation, or also for the mere lift ing of the track alone during slewing, in order to reduce the resistance against slewing.

The foregoing detailed description has been given for clearness of understanding only, and no unnecessary limitation should be understood therefrom, as modifications will be obvious to those skilled in the art. Thus, while there has been shown and described present preferred embodiments of the invention, it is to be distinctly understood that the invention is not limited thereto, but may be otherwise variously embodied and practiced within the scope of the following claims. Accordingly,

What is claimed is:

1. An apparatus for lining a railroad track which is mounted at a mobile track vehicle capable of moving along the railroad track comprising, in combination:

(a) a pair of pivotably mounted slewing arm means carried by the track vehicle, each of said slewing arm means being associated with one of the rails of the railroad track for simultaneously exerting a laterally directed displacement force against both of the rails of the railroad track,

(b) lateral impact means for the rails carried by each of said slewing arm means,

(c) a common fluid actuated cylinder means for exerting the requisite slewing force, said common fluid actuated cylinder means being pivotably connected with both of said slewing arm means such that the points of articulation of said fluid actuated cylinder means with said slewing arm means are arranged in such a manner with respect to the pivot connectins of said slewing arm means at the track vehicle that operation of said fluid actuated cylinder means causes a simultaneous pivotal movement of both of said slewing arm means about their own axis of rotation whereby said lateral impact means are displaced in a substantially horizontal plane in the same direction and transverse to the rails of the railroad track.

2. An apparatus for lining a railroad track as defined in claim 1, wherein said fluid actuated cylinder means comprises a hydraulically operated piston and cylinder arrangement.

3. An apparatus for lining a railroad track comprising, in combination:

(a) a mobile track vehicle capable of traveling upon the rails of the railroad track,

(b) a pair of slewing arm means, each slewing arm means being operably associated with a given one of the rails of the railroad track,

(0) lateral rail impact means carried by each of said slewing arm means,

(d) means for pivotably mounting each of said slewing arm means with said mobile track vehicle,

(e) a single drive means for operating both of said slewing arm means,

(if) means for pivotably connecting said drive means with said pair of slewing arm means such that operation of said drive means etfecuates pivotable movement of both of said slewing arm means in such a manner that said lateral rail impact means are displaced in a substantially horizontal plane in the same direction and transverse to the rails of the railroad track.

4. An apparatus for lining a railroad track as defined in claim 3, said drive means comprising a piston and cylinder arrangement.

5. An apparatus for lining a railroad track as defined in claim 3, wherein said piston is articulated to one of said slewing arm means and said cylinder to the other of said slewing arm means.

6. An apparatus for lining a railroad track as defined in claim 5, wherein said pair of slewing arm means are mounted for pivotal movement in a substantially horizontal plane.

7. An apparatus for lining a railroad track as defined in claim 5, wherein said pair of slewing arms are mounted for pivotal movement in a substantially vertical plane extending substantially perpendicular to the lengthwise axis of the railroad track.

References Cited UNITED STATES PATENTS 3,176,625 4/1965 Plasser et a1. 104-8 3,240,161 3/1966 Belav et a1. 104-8 3,338,174- 8/1967 Oville l048 ARTHUR L. LA POINT, Primary Examiner.

R. A. BERTSCH, Assistant Examiner. 

